Monday, August 20, 2018

Loss of Engine Power (partial): Globe GC-1B Swift, N80932, accident occurred August 17, 2018 at Wellington Aero Club Airport (FD38), West Palm Beach, Florida

The National Transportation Safety Board did not travel to the scene of this accident.

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Miramar, Florida

Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf


Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms 

 
http://registry.faa.gov/N80932


Location: Wellington, FL
Accident Number: ERA18TA222
Date & Time: 08/17/2018, 1600 EDT
Registration: N80932
Aircraft: Globe GC1B
Aircraft Damage: Substantial
Defining Event: Loss of engine power (partial)
Injuries: 1 Serious, 1 Minor
Flight Conducted Under: Part 91: General Aviation - Personal 

On August 17, 2018, about 1600 eastern daylight time, a Globe GC-1B, N80932, was substantially damaged when it impacted terrain after a partial loss of engine power during the initial climb at the Wellington Aero Club Airport (FD38), Wellington, Florida. The airline transport pilot sustained serious injuries and the passenger sustained minor injuries. The airplane was operated by the pilot as a personal flight conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight.

According to the pilot, during the preflight inspection he noticed a wind from the east about 5 knots, gusting to 9 knots. He taxied to runway 16, performed a runup that did not produce any abnormalities, and began the takeoff roll. During the ground roll, the pilot reported that he noticed a "slower acceleration" and had to use "more right brake to maintain directional control." Subsequently, the airplane lifted off and about 50 ft above ground level (agl), the airplane experienced a "hard yaw to the left due to a crosswind" and "[aerodynamic] stall indications." The pilot reduced the pitch, and the airplane impacted a ditch parallel to the runway. The fuselage and wings sustained substantial damage. The pilot reported that the engine experienced a partial loss of power during the takeoff.

Postaccident examination of the airplane by an airframe and powerplant mechanic, found that during an engine compression test, each cylinder was found to be in a normal range, with exception to the number 3 cylinder, which measured 10/80. Further examination of the cylinder's intake valve exhibited hardened carbon deposit buildup on the valve stem. The intake valve was cleaned and reinstalled, where the number 3 cylinder's compression was measured at 78/80. There were no other anomalies found with any other engine component.

According to Federal Aviation Administration (FAA) airman records, the pilot held an airline transport pilot certificate with a rating for airplane multi-engine land and a commercial pilot certificate with ratings for airplane single-engine land and sea. He was issued a first-class medical certificate in July 2017. The pilot reported 22,937 total flight hours and 50 hours in the accident make and model airplane.

According to the FAA airworthiness records, the airplane was powered by a Continental O-300-A, 145-horsepower engine. It was equipped with retractable landing gear in the tailwheel configuration and had 2-seats. The most recent annual inspection was completed in February 2018.

The weather conditions reported at 1553 at Palm Beach International Airport (PBI), West Palm Beach, Florida, about 11 miles east of FD38, included wind 080° at 10 knots, visibility 10 statute miles, scattered clouds at 3,000 ft agl, temperature 31°C, and dew point 24°C.

Pilot Information

Certificate: Airline Transport; Commercial; Flight Engineer; Military
Age: 65, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land; Single-engine Sea
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 4-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 07/05/2017
Occupational Pilot: No
Last Flight Review or Equivalent: 04/15/2017
Flight Time:   22937 hours (Total, all aircraft), 50 hours (Total, this make and model), 14000 hours (Pilot In Command, all aircraft), 6 hours (Last 90 days, all aircraft), 12 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Globe
Registration: N80932
Model/Series: GC1B
Aircraft Category: Airplane
Year of Manufacture: 1946
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 1125
Landing Gear Type: Retractable - Tailwheel
Seats: 2
Date/Type of Last Inspection: 02/25/2018, Annual
Certified Max Gross Wt.: 1785 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 1650 Hours as of last inspection
Engine Manufacturer: Continental
ELT: C91A installed, not activated
Engine Model/Series: O-300-A
Registered Owner: On file
Rated Power: 145 hp
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KPBI, 19 ft msl
Distance from Accident Site: 11 Nautical Miles
Observation Time: 1553 EDT
Direction from Accident Site: 90°
Lowest Cloud Condition: Scattered / 3000 ft agl
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 10 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 80°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.18 inches Hg
Temperature/Dew Point: 31°C / 24°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Wellington, FL (FD38)
Type of Flight Plan Filed: None
Destination: Wellington, FL (FD38)
Type of Clearance: None
Departure Time: 1600 EDT
Type of Airspace: Class G

Airport Information

Airport: Wellington Aero Club (FD38)
Runway Surface Type: Asphalt
Airport Elevation: 20 ft
Runway Surface Condition: Dry
Runway Used: 16
IFR Approach: None
Runway Length/Width: 4055 ft / 75 ft
VFR Approach/Landing: Forced Landing

Wreckage and Impact Information

Crew Injuries: 1 Serious
Aircraft Damage: Substantial
Passenger Injuries: 1 Minor
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Serious, 1 Minor
Latitude, Longitude:  26.646667, -80.295000 (est)

Location: Wellington, FL
Accident Number: ERA18LA222
Date & Time: 08/17/2018, 1600 EDT
Registration: N80932
Aircraft: Globe GC1B
Injuries:  1 Serious, 1 Minor
Flight Conducted Under:  Part 91: General Aviation - Personal 

On August 17, 2018, about 1600 eastern daylight time, a Globe GC-1B, N80932, was substantially damaged when it impacted terrain during the initial climb at the Wellington Aero Club Airport (FD38), Wellington, Florida. The airline transport pilot sustained serious injuries and the passenger sustained minor injuries. The airplane was operated by the pilot as a personal flight conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight.

According to the pilot, during preflight inspection he noticed a wind from the east about 5 knots, gusting to 9 knots. He taxied to runway 16, performed a runup that did not produce any abnormalities, and began the takeoff roll. During the ground roll, the pilot reported that he noticed a "slower acceleration" and had to use "more right brake to maintain directional control." Subsequently, the airplane lifted off and about 50 ft above ground level (agl), the airplane experienced a "hard yaw to the left due to a crosswind" and "[aerodynamic] stall indications." He further added that he lowered the pitch of the airplane, but the airplane made a "hard landing" in a ditch parallel to the departure runway. The fuselage and wings sustained substantial damage.

The pilot reported that the engine experienced a partial loss of power during the takeoff.

Postaccident examination of the airplane by an airframe and powerplant mechanic, found that during an engine compression leak-down test, each cylinder was found to be in a normal range, with exception to the number 3 cylinder, which measured 10/80. Examination of the gascolator screen found that it was clean, and about 16 gallons of fuel was removed from the airplane and no contaminants were observed. About 7 quarts of oil was measured in the engine, with no contaminants observed. Flight control continuity was established from the cockpit to the flight controls.

According to Federal Aviation Administration (FAA) airman records, the pilot held an airline transport pilot certificate with a rating for airplane multi-engine land and a commercial pilot certificate with ratings for airplane single-engine land and sea. He was issued a first-class medical certificate in July 2017. The pilot reported total flight hours of 22,937 and 50 hours in the accident make and model airplane.

According to the FAA airworthiness records, the airplane was powered by a Continental O-300-A, 145-horsepower engine. It was equipped with retractable landing gear in the tailwheel configuration and had 2-seats. The most recent annual inspection was completed in February 2018.

The weather conditions reported at 1553 at Palm Beach International Airport (PBI), West Palm Beach, Florida, about 11 miles east of FD38, included wind 080° at 10 knots, visibility 10 statute miles, scattered clouds at 3,000 ft agl, temperature 31°C, and dew point 24°C.

The airplane was retained for further examination. 

Aircraft and Owner/Operator Information

Aircraft Make: Globe
Registration: N80932
Model/Series: GC1B NO SERIES
Aircraft Category: Airplane
Amateur Built: No
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KPBI, 19 ft msl
Observation Time: 1553 EDT
Distance from Accident Site: 11 Nautical Miles
Temperature/Dew Point: 31°C / 24°C
Lowest Cloud Condition: Scattered / 3000 ft agl
Wind Speed/Gusts, Direction: 10 knots / , 80°
Lowest Ceiling: None
Visibility: 10 Miles
Altimeter Setting: 30.18 inches Hg
Type of Flight Plan Filed: None
Departure Point: Wellington, FL (FD38)
Destination: Wellington, FL (FD38)

Wreckage and Impact Information

Crew Injuries: 1 Serious
Aircraft Damage: Substantial
Passenger Injuries: 1 Minor
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Serious, 1 Minor
Latitude, Longitude:  26.646667, -80.295000 (est)







WELLINGTON, Fla. (CBS12) — A single engine plane crashed Friday afternoon near the Wellington Aero Club.

According to the Palm Beach County Sheriff's Office, the two people in aircraft got in a golf cart and went home after the landing.

Palm Beach County Fire Rescue were able to find the people at the house and both were taken to the hospital. 

One was transported via ground ambulance and another was transported by air ambulance.

The National Transportation Safety Board is investigating. 

Story and video ➤ https://cbs12.com

Beech N35 Bonanza, N1330Z: Accident occurred August 17, 2018 in Mayport, Florida

The National Transportation Safety Board did not travel to the scene of this accident.

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Orlando, Florida
Continental Motors; Mobile, Alabama

Aviation Accident Preliminary Report - National Transportation Safety Board: https://app.ntsb.gov/pdf

http://registry.faa.gov/N1330Z

Location: Mayport, FL
Accident Number: ERA18LA227
Date & Time: 08/17/2018, 1318 EDT
Registration: N1330Z
Aircraft: Beech 35
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On August 17, 2018, about 1318 eastern daylight time, a Beech N35, N1330Z, sustained substantial damage after it ditched in the Atlantic Ocean after a total loss of engine power three miles east of the Mayport Naval Station (NRB), Mayport, Florida. The private pilot was not injured. The airplane was operated by the private pilot as a personal flight conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the flight that departed Rutherford County Airport (FQD), Rutherfordton, North Carolina, about 0930. The flight was destined to Ormond Beach Municipal Airport (OMN), Ormond Beach, Florida.

According to the pilot he was making a short cross-county flight at an altitude of 4,500 ft. Suddenly the engine lost all power, and the pilot's attempts to restart the engine were unsuccessful. The pilot contacted air traffic control and was advised that NRB was the closet airport to his current location. The pilot reported that he was unable to make it to the airport and performed a water landing. A nearby ship rescued the pilot after the water landing.

The airplane was recovered to a salvage facility and an examination of the airplane by a Federal Aviation Administration inspector revealed that both elevators were separated from the stabilizers. Further examination revealed that an undetermined amount of fuel was present in both wing fuel tanks. The airplane was retained for further examination.

Aircraft and Owner/Operator Information

Aircraft Make: Beech
Registration: N1330Z
Model/Series: 35 N35
Aircraft Category: Airplane
Amateur Built: No
Operator: On file
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: NRB, 14 ft msl
Observation Time: 1752 UTC
Distance from Accident Site: 3 Nautical Miles
Temperature/Dew Point: 31°C / 25°C
Lowest Cloud Condition: Few / 4000 ft agl
Wind Speed/Gusts, Direction: 12 knots / , 140°
Lowest Ceiling:
Visibility: 10 Miles
Altimeter Setting: 30.18 inches Hg
Type of Flight Plan Filed: None
Departure Point: Rutherfordton, NC (FQD)
Destination: Ormond Beach, FL (OMN)

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude:  30.418333, -81.367500

Bart Albert



A pilot is said to be OK after his plane crashed into the Atlantic Ocean Friday about three miles off Mayport, according to the Coast Guard.

A Good Samaritan was able to pull the man, identified as Bart Albert, from the water.

Albert, who has been flying since 1970, joked with First Coast News that his landing on the water was smoother than some of his landings on land. Albert's plane, a 1961 Beech BE-35 aircraft, sunk into the ocean and there are no plans for recovery.

Albert was expected to take off around 9 a.m. but was delayed due to low clouds.

The pilot's business partner says the pilot took off Rutherford County, North Carolina around 10 a.m. and was heading home to Ormond Beach in a routine flight he says he always takes when his aircraft went down at around 11:30 a.m.

The plane went down about three miles off the coast of Mayport. The pilot told First Coast News he was initially told to land at Mayport, but didn't have the altitude to make it.

“Soon as it lost power I turned west toward the beach, declared a mayday, they sent a helicopter out, but fortunately there were some fisherman out there that hooked me first.”

“Right about the worst possible distance from the shore, the engine quit making engine noises," Albert said.

This is the first time in 50 years of flying that Albert has ever experienced engine failure, but said it wasn't scary, as his training kicked in.

"I opened the door right away so if the plane went under water I could get the door open." Albert said. "And then I climbed out onto the wing. And when it started pitching nose down I got into the water."

Albert said it was a perfect landing into the water, but he just didn't have anything to stop the plane from going down. "I've made worse landings on land," he said.

“I like boring when you’re in an airplane. Excitement is never a good thing," Albert added.

The Florida Aviation Administration says they will investigate.

Story and video ➤ https://www.firstcoastnews.com


Bart Albert




MAYPORT, Fla. - A pilot forced to ditch in the Atlantic Ocean near Mayport after he lost the engine on his small plane Friday morning was quickly rescued from the water by a nearby fishing charter group.

"They were out fishing. Fortunately, I was on the menu," pilot Bart Albert said, taking a good-natured view of what could have been a harrowing experience.

Albert said he left Asheville, North Carolina, on Friday morning and was headed to Ormond Beach when he lost power to the engine about 10 miles offshore.

"There were some four-letter words that I don’t want to mention," Albert said of how he reacted. "There was a normal procedure that I followed; did all the mechanical checks and realized it wasn’t going to start."

He declared a mayday and headed toward land but had to ditch the plane in the water about 3 miles out.

“I had no power. As the plane was going forward, it was losing air speed, so I did the normal procedures," said Albert, who was the only person on the six-seater plane.

He brought the 1961 Beechcraft Bonanza down as gently as he could. He said the plane sank almost immediately, and he was left treading water without a life preserver.

"I got the door open before it got underwater and I couldn’t get it open, got out on the wing, and I couldn’t grab any belongings -- they went down with the (plane)," Albert said.

But within five minutes, a fishing charter captained by Don Dingman came to the rescue, pulling Albert out of the water.

Dingman, who is married to News4Jax meteorologist Rebecca Barry, said it was ironic that his boat was in the right place at the right time, because his charter had been delayed Friday morning by several hours.

Dingman said his charter group saw the plane coming down and a Navy helicopter hovering nearby. The chopper had responded to the mayday call.

Dingman, who hosts a children's fishing show called "Hook the Future," said at first they weren't sure what was happening with the plane and thought the pilot might be a smuggler.

But when the plane disappeared below the surface in about 8 seconds, they knew the pilot was in trouble and rushed over to help.

"Thank God we got him," Dingman said after his group safely deposited Albert back on land at Morningstar Marina, where the pilot was able to fill his family in on the unexpected adventure.

"On first contact (with my wife) I told her I had to land in Mayport, so I would not be making the landing in Ormond," Albert said. "Once we got on the beach, I told her where I (landed) in the water. I did not want to panic her, you know."

A Coast Guard crew was later called out to the crash site, and the Federal Aviation Administration will investigate. Boaters are being advised to steer clear of the area, in case some objects from the plane float to the surface. 

Albert said he's not sure they'll be able to salvage his plane.

Story and video ➤ https://www.news4jax.com

Hughes 369D, registered to Helicopters Unlimited and operated by Western Helicopters Inc, N105JL: Accident occurred August 17, 2018 at Riverside Municipal Airport (KRAL), California

The National Transportation Safety Board did not travel to the scene of this accident.

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Riverside, California

Aviation Accident Preliminary Report - National Transportation Safety Board: https://app.ntsb.gov/pdf

http://registry.faa.gov/N105JL

Location:  Riverside, CA
Accident Number: WPR18LA226
Date & Time: 08/17/2018, 1050 PDT
Registration: N105JL
Aircraft: Hughes 369
Injuries: 1 Serious, 1 Minor
Flight Conducted Under:  Part 91: General Aviation - Instructional 

On August 17, 2018, about 1050 Pacific daylight time, a Hughes 369D helicopter, N105JL, was substantially damaged following a hard landing during a practice autorotation at Riverside Municipal Airport (RAL), Riverside, California. The certified flight instructor received minor injuries and the pilot receiving instruction was seriously injured. The helicopter was registered to Helicopters Unlimited, La Crescenta, California, and operated by Western Helicopters, Inc., Riverside, California, in accordance with Title 14 Code of Federal Regulations Part 91. Visual meteorological condition prevailed for the local instructional flight, which departed RAL about 1030, and no flight plan was filed.

In a statement submitted to the National Transportation Safety Board investigator-in-charge, the certified flight instructor reported that after he and the student had both performed several uneventful power recovery autorotations, he advised the student that the next evolution would be a full touch down, 180o autorotation. The instructor stated that during the maneuver the helicopter was turning back to the runway slower than he wanted it to. When he realized that they were going to be short of the intended landing zone, he advanced the throttle to make a power recovery, but the descent was greater than anticipated. The instructor opined that he then told the student to level the skids, and that he was on the controls to assist him. Subsequently, the helicopter landed hard, which resulted in the tail boom separating and the main rotor blades contacting the ground. The helicopter then spun around to the right, during which the student was ejected from the helicopter. 

Aircraft and Owner/Operator Information

Aircraft Make: Hughes
Registration: N105JL
Model/Series: 369 D
Aircraft Category: Helicopter
Amateur Built: No
Operator: Western Helicopters Inc
Operating Certificate(s) Held:  Pilot School (141); Commuter Air Carrier (135); Rotorcraft External Load (133)

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: RAL, 818 ft msl
Observation Time: 1102 PDT
Distance from Accident Site: 1 Nautical Miles
Temperature/Dew Point: 28°C / 19°C
Lowest Cloud Condition: Few / 12000 ft agl
Wind Speed/Gusts, Direction: 4 knots / , Variable
Lowest Ceiling: None
Visibility: 9 Miles
Altimeter Setting: 30.06 inches Hg
Type of Flight Plan Filed: None
Departure Point: Riverside, CA (RAL)
Destination: Riverside, CA (RAL)

Wreckage and Impact Information

Crew Injuries: 1 Serious, 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Serious, 1 Minor
Latitude, Longitude: 33.930833, -117.447500



Riverside Police Department

August 17 at 3:14 PM · 

HARD LANDING BY AIRCRAFT AT RIVERSIDE MUNICIPAL AIRPORT

Just before 11:00 a.m. this morning, the Riverside Police & Fire Dispatch Center received a call from the flight tower at the Riverside Municipal Airport (KRAL) regarding a helicopter making a hard landing on one of the runways.

The privately owned helicopter had two occupants. One occupant was medically evaluated at the scene with only minor injuries. The second occupant appeared to have been ejected from the helicopter upon landing. He was transported to a local hospital for treatment.

A rotor blade and the tail rotor did break off but there was no apparent fire or fuel spill as a result of the hard landing. The aircraft was rendered safe and the airport is making their notifications to the proper investigating agencies. Any further inquiries should be directed to the Federal Aviation Administration (FAA) and/or National Transportation Safety Board (NTSB).


A passenger was hospitalized August 17th, after a helicopter made a hard landing on a Riverside Municipal Airport runway – ejecting the man and breaking off parts of the aircraft, Riverside police said.

Taylor Herrly, 20, was cleaning his work van at nearby Lou’s Lock & Safe when he saw the helicopter come in for landing.

After at least one failed attempt, Herrly said, the helicopter came down hard and struck the ground tail first. A man, later determined to be the passenger, was ejected.

Another man, the pilot, looked to be momentarily knocked out and was being tossed around like a “rag doll,” he said, because the helicopter’s engine was still running. The pilot, Herrly said, turned off the engine then immediately attended to the injured man lying on the ground.

Riverside police Officer Ryan Railsback confirmed a passenger was seriously injured after apparently being tossed from the helicopter. His condition was not known.

The impact caused the tail of the helicopter to break off and land about a dozen feet from the body of the helicopter, Herrly said, and a blade was launched over an airport fence, landing in front of a nearby business complex.

“Around 11 a.m. today, a Hughes MD500 D helicopter was performing flight training auto gyros when it hit hard at Riverside,” said Allen Kenitzer, a spokesman for the Federal Aviation Administration.

Firefighter personnel took the passenger to an area hospital after evaluating both men.

An instructor and a student were on board, the Riverside Fire Department said.

The cause of the hard landing was not immediately clear. The FAA and the National Transportation Safety Board will investigate the crash.

Original article can be found here ➤ https://www.pe.com 

Beechcraft 36 Bonanza, N9031S: Accident occurred August 18, 2018 near Southwest Washington Regional Airport (KKLS), Kelso, Cowlitz County, Washington

The National Transportation Safety Board did not travel to the scene of this accident.

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Hillsboro, Oregon

Aviation Accident Preliminary Report - National Transportation Safety Board: https://app.ntsb.gov/pdf

http://registry.faa.gov/N9031S

Location: Kelso, WA
Accident Number: WPR18TA243
Date & Time: 08/18/2018, 2125 PDT
Registration: N9031S
Aircraft: Beech 36
Injuries: 2 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On August 18, 2018, about 2125 Pacific daylight time, a Beech 36, N9031S, was substantially damaged during a forced landing following a total loss of engine power about two nautical miles south of Southwest Washington Regional Airport (KLS), Kelso, Washington. The certificated private pilot and his sole passenger were not injured. Visual meteorological conditions prevailed for the personal cross-country flight, which was being operated in accordance with Title 14 Code of Federal Regulations Part 91. No flight plan was filed. The flight departed Tacoma Narrows Airport (TIW), Gig Harbor, Washington, about 2100, with Portland International Airport (PDX), Portland, Oregon, as its destination.

In a telephone interview with the National Transportation Safety Board (NTSB) investigator-in-charge, the pilot reported that en route to PDX at an altitude of 2,000 ft mean sea level, the engine quit. The pilot stated that he subsequently landed in an open field with the landing gear extended, which resulted in substantial damage to the left wing's aft spar. The pilot mentioned that he had filled both fuel tanks prior to departing TIW, and that the engine had just been overhauled.

The airplane was recovered to a secured facility for further examination.

Aircraft and Owner/Operator Information

Aircraft Make: Beech
Registration: N9031S
Model/Series: 36 Undesignated
Aircraft Category: Airplane
Amateur Built: No
Operator: On file
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Night
Observation Facility, Elevation: KLS, 20 ft msl
Observation Time: 2156 PDT
Distance from Accident Site: 1 Nautical Miles
Temperature/Dew Point: 20°C / 14°C
Lowest Cloud Condition: Clear
Wind Speed/Gusts, Direction: 5 knots / , 310°
Lowest Ceiling: None
Visibility: 10 Miles
Altimeter Setting: 30.09 inches Hg
Type of Flight Plan Filed: None
Departure Point: Tacoma, WA (TIW)
Destination: Portland, OR (PDX)

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: 1 None
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 None
Latitude, Longitude: 46.103889, -122.897500

Runway Excursion: Cirrus SR22T, N1133T; accident occurred August 19, 2018 at Granbury Regional Airport (KGDJ), Hood County, Texas








The National Transportation Safety Board did not travel to the scene of this accident.


Additional Participating Entities: 

Federal Aviation Administration / Flight Standards District Office; North Texas, Texas
Cirrus; Duluth, Minnesota 
Cirrus Owners & Pilots Association; Las Vegas, Nevada 

Investigation Docket - National Transportation Safety Board: 
https://app.ntsb.gov/pdf

http://registry.faa.gov/N1133T

Location: Granbury, Texas
Accident Number: CEN18LA341
Date & Time: August 18, 2018, 20:19 Local
Registration: N1133T
Aircraft: Cirrus SR22 Aircraft
Damage: Substantial
Defining Event: Runway excursion 
Injuries: 1 Minor
Flight Conducted Under: Part 91: General aviation - Personal

Analysis

The pilot was practicing instrument flight rules approaches and was returning for a landing with a light crosswind during dusk visual meteorological conditions. He disengaged the autopilot using the panel autopilot button. All flight controls seemed to perform normally. The right turn to base and right turn to final were made normally. On final approach, the pilot made minimal rudder inputs. As the pilot started to flare the airplane, he started putting in more rudder inputs. However, he could not depress the left rudder pedal fully. The airplane touched down about 80 knots on the main landing gear while the pilot was holding all the left rudder he could. The airplane started to veer to the right and continued off the runway, where it impacted a ditch, fence, and tree; the airplane sustained substantial damage to a wing and the fuselage.

The pilot indicated that the yaw damper was on when he landed. However, the airplane was equipped with a recoverable data module that recorded the flight's configuration and navigation data, which indicated that the yaw damper was off about 1/4 mile before the landing runway threshold.

Given the available information, the pilot likely did not maintain directional control of the airplane during the crosswind landing.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's failure to maintain directional control during a crosswind landing, which resulted in the airplane exiting the runway and impacting a ditch, tree, and fence.

Findings

Personnel issues Aircraft control - Pilot
Environmental issues Tree(s) - Contributed to outcome
Environmental issues Fence/fence post - Contributed to outcome
Environmental issues Rough terrain - Contributed to outcome

Factual Information

History of Flight

Landing-landing roll 
Runway excursion (Defining event)

Landing-landing roll
Collision during takeoff/land

On August 19, 2018, about 2019 central daylight time, a Cirrus SR22 T airplane, N1133T, impacted obstructions when the airplane exited runway 14 during a landing at the Granbury Regional Airport (GDJ), near Granbury, Texas. The private pilot sustained minor injuries. The airplane sustained substantial wing and fuselage damage during the runway excursion. The airplane was registered to and operated by the pilot as a Title 14 Code of Federal Regulations Part 91 personal flight. Dusk visual meteorological conditions prevailed in the area about the time of the accident, and the flight was not operated on a flight plan. The local flight originated from GDJ about 1949.

The purpose of the flight was to practice an instrument flight rules approach. The pilot checked all flight controls for full movement and then departed from runway 14 to the North. He set the autopilot to intercept the area navigation approach to runway 14 at its initial approach fix. The autopilot intercepted the approach normally and the airplane made a procedure turn to intercept the approaches' glidepath. The glidepath was flown down to minimums and a go around was established. The go around button was used which suspended the landing sequence on the computer.

During the climb to 2,700 ft, a waypoint was set manually to reestablish computer sequencing. Upon arrival at the waypoint, the autopilot was disengaged using the panel autopilot button. The pilot subsequently proceeded into the downwind leg of the pattern for runway 14. All flight controls seemed to perform normally. The right-hand turn to base and right-hand turn to final were made normally. On final minimal rudder inputs were made. As the pilot started to flare, he started putting in more rudder inputs. However, he could not depress the left rudder pedal fully. The airplane touched down about 80 kts on the main landing gear while the pilot was holding all the left rudder he could. The airplane started to veer to the right and continued off the runway until impacting a ditch, fence, and tree.

Pilot Information

Certificate: Private 
Age: 60,Male
Airplane Rating(s): Single-engine land 
Seat Occupied: Left
Other Aircraft Rating(s): None 
Restraint Used: 4-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None 
Toxicology Performed: No
Medical Certification: Class 3 With waivers/limitations
Last FAA Medical Exam: May 3, 2018
Occupational Pilot: No
Last Flight Review or Equivalent: May 26, 2018
Flight Time: 580 hours (Total, all aircraft), 20 hours (Total, this make and model)

The pilot held a Federal Aviation Administration (FAA) private pilot certificate with airplane single-engine land, glider, and instrument ratings. He held a FAA third-class medical certificate, dated May 3, 2018, with a limitation for corrective lenses. The pilot reported that he had accumulated 580 hours of total flight time and 20 hours of flight time in the same make and model airplane as the accident airplane.

The pilot attended a Cirrus Airframe/Powerplant Differences Course and satisfactorily completed the training on May 26, 2018. The pilot also received both a high performance and flight review endorsement as part of this course.

Aircraft and Owner/Operator Information

Aircraft Make: Cirrus
Registration: N1133T
Model/Series: SR22 T 
Aircraft Category: Airplane
Year of Manufacture: 2015
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 1030
Landing Gear Type: Tricycle 
Seats: 4
Date/Type of Last Inspection: May 1, 2018
Annual Certified Max Gross Wt.: 3600 lbs
Time Since Last Inspection: 
Engines: 1 Reciprocating
Airframe Total Time: 250 Hrs at time of accident 
Engine Manufacturer: Continental
ELT: Installed, not activated
Engine Model/Series: TSIO550K
Registered Owner: 
Rated Power: 315 Horsepower
Operator: On file 
Operating Certificate(s) Held: None

N1133T, a 2015 model Cirrus Aircraft Corporation SR22 T, serial number 1030, was a four-place, single-engine, low-wing, airplane powered by a six-cylinder, 315-horsepower, Teledyne Continental Motors model TSIO-550-K engine, with serial number 1011841. The airplane had a demonstrated crosswind of 21 kts.

The pilot, in part, posted, "There is no doubt in my mind that the yaw damper is to blame and believe me you cannot overpower it! Apparently the [autopilot] AP button turns the autopilot on including the [yaw damper] YD. For some stupid reason when pressed again it does NOT turn the yaw damper off. The AP disconnect on the yoke does turn the yaw damper off however. Why on earth would it be set up differently? 

I also did transition training in May and no mention of this potential problem. I have over 900 landings in a Cirrus with no problem and humbly I say that I could have made that landing under normal conditions in my sleep. I normally disconnect the Autopilot with the yoke control but did not this evening because I wanted to maintain the flight director as I have done numerous times in my SR20. 

On touchdown the plane started veering right and I couldn't stop it. So anyway, I know that the yaw damper was on when I landed because of the quirky way it is set up, but I don't know why I couldn't overpower the rudder and land normally."

The pilot reported that the last annual inspection was completed in May of 2018. He also advised that punch list items listed in paperwork related to that annual inspection as well as another airframe logbook entry that refers to replacement of the rudder bellcrank rod bearing may have had an effect of the yaw of the airplane.

A representative from the maintenance facility that conducted that annual inspection, in part, reported that, "During the Annual, the yaw servo bridle cable tension was found to be low ... and was adjusted as needed. The Autopilot Servo Clutch Torque Check ... was also addressed during the Annual. The torque test is completed through the onboard avionics and does not require servo removal. The torque readings of all three servos were found to be within limits. No further action was taken. The aft rudder control rod end was inspected at the Annual. There is nothing in our notes of any defects." The airplane was equipped with a Garmin GFC 700 digital Automatic Flight Control System (AFCS) Autopilot system, which was a fully digital, dual channel, fail-passive digital flight control system composed of dual GIA 63W Integrated Avionics Computers, other line-replaceable units, and servos.

The airplane was equipped with an optional yaw damper. The airplane maintenance manual, in part, stated:

The yaw damper reduces dutch roll tendencies and coordinates turns. It can operate independently of the autopilot and may be used during normal hand-flight maneuvers. A GSA 80 servo provides the control surface interface and the mode selection occurs via the GMC 705 controller. Yaw Damper operation is provided by the yaw servo and supplies:

- Yaw Damper engagement and annunciation
- Yaw axis airplane control ...

The yaw servo is an electromechanical unit that provides automatic control of the yaw flight axis. The yaw servo receives data from dual GIA 63W integrated avionics computers. ... The yaw servo consists of a GSA 80 Servo Actuator and GSM 85A/86 Servo Mount.

The servo actuator contains a motor-control circuit board, monitor circuit board, solenoid, and motor. The motor-control board processes data and drives the motor as required for axis control. The monitor board monitors servo speed, monitors output torque, and controls engagement of the drive-clutch solenoid.

The servo mount contains a capstan and slip-clutch. The capstan transfers the output torque of the servo actuator to the mechanical flight control surface linkage for yaw axis. The slip-clutch allows the pilot to override operation of the servo actuator. Sufficient force applied to the capstan overcomes the slipclutch setting, allowing the capstan to rotate independently of the servo actuator.
The airplane was equipped with an aircraft data logger, which included a Recoverable Data Module (RDM). The RDM, located in the shear web of the aft vertical spar in front of the rudder, receives airplane data from the primary GIA 63W integrated avionics unit. The RDM was designed to record airplane performance, configuration data, and navigation data to include the flight's groundspeed and global positioning system track.

The approved airplane flight manual supplement for the GFC 700 AFCS, in part, indicated an airplane limitation which stated, "Yaw Damper must be turned off for takeoff and landing." In addition, the supplement indicated, "Before Taxiing ... Autopilot Override TEST Move flight controls fore, aft, left and right to verify that the Autopilot can be overpowered."

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC) 
Condition of Light: Dusk
Observation Facility, Elevation: KGDJ,778 ft msl 
Distance from Accident Site: 0 Nautical Miles
Observation Time: 19:35 Local
Direction from Accident Site: 186°
Lowest Cloud Condition: Clear 
Visibility 10 miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 5 knots / 
Turbulence Type Forecast/Actual:  /
Wind Direction: 120° 
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 29.84 inches Hg 
Temperature/Dew Point: 34°C / 21°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Granbury, TX (KGDJ)
Type of Flight Plan Filed: None
Destination: Granbury, TX (KGDJ)
Type of Clearance: None
Departure Time: 19:49 Local 
Type of Airspace:

Airport Information

Airport: GRANBURY RGNL GDJ 
Runway Surface Type: Asphalt
Airport Elevation: 777 ft msl 
Runway Surface Condition: Dry
Runway Used: 14 IFR 
Approach: None
Runway Length/Width: 3603 ft / 60 ft
VFR Approach/Landing: Full stop

GDJ was a public, non-towered airport, owned by the City of Granbury, located 2 miles west of Granbury, Texas, at a surveyed elevation of 777.5 ft above mean sea level. The airport featured runway 14/32 which had a 3,603 ft by 60 ft asphalt surface. Runway 14 had a two-light precision approach path indicator (PAPI) on located on the left side of the runway and that PAPI provided a 3.00 deg; glide path. Runway 14 obstruction remarks listed a 15 ft trees, located 200 ft from the runway, and 160 ft right of centerline.

Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries:
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Minor
Latitude, Longitude: 32.444442,-97.816947(est)

Additional Information

Federal Aviation Regulation 23.143, in part, stated:
(a) The airplane must be safely controllable and maneuverable during all flight phases including-

(6) Landing (power on and power off) with the wing flaps extended and retracted.

(b) It must be possible to make a smooth transition from one flight condition to another (including turns and slips) without danger of exceeding the limit load factor, under any probable operating condition (including, for multiengine airplanes, those conditions normally encountered in the sudden failure of any engine).

(c) If marginal conditions exist with regard to required pilot strength, the control forces necessary must be determined by quantitative tests. In no case may the control forces under the conditions specified in paragraphs (a) and (b) of this section exceed those prescribed in the following table:

Values in pounds force applied to the relevant control ...

(a) For temporary application: ...Rudder Pedal ... 150

(b) For prolonged application ... [Yaw] 20

A review of FAA certification paperwork revealed that the SR22 type airplane did not exceed the maximum prescribed control forces for the temporary application of the rudder pedal while the yaw damper was engaged.

Subsequent to the accident, Cirrus supplied a factory flight instructor who gave the pilot dual instruction and also see if the yaw damper met certification parameters. The instructor, in part, reported that he supplied 6.3 hours of training to the pilot on two consecutive days in a Cirrus airplane that was similarly equipped with a yaw damper. A task he noticed was that the pilot was not using checklists properly. In his ground check he did not include overriding the yaw damper on the autopilot to insure that he could
properly operate the rudder pedals if there was a failure in the system.

During several approaches he noticed that the pilot was not disengaging the autopilot with the autopilot disengage (red) button. Instead, he was using the autopilot (AP) button on the autopilot control panel. 

This led to the yaw damper remaining engaged after the master autopilot control had been toggled off. He improved on his checklist usage and began to use the autopilot disengage button.

The instructor was specifically asked if he provided training on how to override the yaw damper and he replied that he taught the pilot to incorporate it into his before takeoff checklist autopilot override test.

The instructor was asked to verify if the pilot was able to override the yaw damper and he indicated that he could, and he was able to achieve full deflection.

The instructor was asked if the pilot was confident in overriding the yaw damper during the ground tests and indicated that he was able to do it and admitted to it when asked. However, the pilot said something to the effect of "mine was harder when I had my accident."

The instructor confirmed that the yaw damper override forces were consistent with other yaw damper equipped Cirrus aircraft that he had flown.

Flight recorders

The airplane's RDM was downloaded by a safety representative from the airplane manufacturer under the supervision of an FAA inspector. A copy was retained by the NTSB for review. The safety representative parsed the downloaded flight data and plotted configuration data to include the yaw damper. The plotted route of flight data was consistent with the pilot's reported route of flight. The data showed that the yaw damper was not on about .25 miles before the landing runway threshold.
========
Location: Granbury, TX

Accident Number: CEN18LA341
Date & Time: 08/19/2018, 2019 CDT
Registration: N1133T
Aircraft: Cirrus SR22
Injuries: 1 Minor
Flight Conducted Under: Part 91: General Aviation - Personal 

On August 19, 2018, about 2019 central daylight time, a Cirrus SR22 T airplane, N1133T, impacted obstructions when the airplane exited runway 14 during a landing at the Granbury Regional Airport (GDJ), near Granbury, Texas. The private pilot sustained minor injuries. The airplane sustained substantial wing and fuselage damage during the runway excursion. The airplane was registered to and operated by the pilot as a Title 14 Code of Federal Regulations Part 91 personal flight. Dusk visual meteorological conditions prevailed in the area about the time of the accident, and the flight was not operated on a flight plan. The local flight originated from GDJ about 2149.

According to preliminary information, the purpose of the flight was to practice an instrument flight rules approach. The pilot checked all flight controls for full movement and then departed from runway 14 to the North. He set autopilot to intercept the area navigation approach to runway 14 at its initial approach fix. The auto pilot intercepted the approach normally and the airplane made a procedure turn to intercept the approaches' glidepath. The glidepath was flown down to minimums and a go around was established. The go around button was used which suspend the landing sequence on the computer. During the climb to 2,700 ft, a waypoint was set manually to reestablish computer sequencing. Upon arrival at the waypoint, the autopilot was disengaged using the panel autopilot button. The pilot subsequently proceeded into the downwind leg of the pattern for runway 14. All flight controls seemed to perform normally. The right-hand turn to base and right-hand turn to final were made normally. On final minimal rudder inputs were made. As the pilot started to flare, he started putting in more rudder inputs. However, he could not depress the left rudder pedal fully. The airplane touched down about 80 kts on the main landing gear while the pilot was holding all the left rudder he could. The airplane started to veer to the right and continued off the runway until impacting a ditch, fence, and tree. 

Aircraft and Owner/Operator Information

Aircraft Make: Cirrus
Registration: N1133T
Model/Series: SR22 T
Aircraft Category: Airplane
Amateur Built: No
Operator: On file
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Dusk
Observation Facility, Elevation: KGDJ, 778 ft msl
Observation Time: 1935 CDT
Distance from Accident Site: 0 Nautical Miles
Temperature/Dew Point: 34°C / 21°C
Lowest Cloud Condition: Clear
Wind Speed/Gusts, Direction: 5 knots / , 120°
Lowest Ceiling: None
Visibility: 10 Miles
Altimeter Setting: 29.84 inches Hg
Type of Flight Plan Filed: None
Departure Point: Granbury, TX (KGDJ)
Destination: Granbury, TX (KGDJ)

Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Minor
Latitude, Longitude:  32.444444, -97.816944 (est)



Granbury dentist Dr. Michael McCoy escaped serious injuries when the single-engine plane he was piloting crashed near the Granbury Regional Airport Sunday about dusk. He suffered a cut leg when climbing over a barbed-wire fence after the crash, good friend and DPS spokesman Dub Gillum said. Dr. McCoy, an experienced pilot, was practicing landings when the plane’s rudder malfunctioned, he told Gillum.

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